Pneumatic-despatch-tube apparatus.



I No. 790,457. v 4 PATEN-TED MAY 23, 1905.

0. s. PIKE.

PNEUMATIC DESPATCH TUBE APPARATUS. APPLICATION FILED FEB. 1;,1904.-

Haunts-SHEET 1.

PATENTED MAY 23, 1905.

0. S. PIKE. PNEUMATIC DESPATGH TUBE APPARATUS.

APPLICATION FILED FEB. 12,1904.

4 SHEETS-SHEET 2.

PATENTED MAY 23, 1905.

' v 0. s. PIKE.-

PNEUMATIODESPATGH TUBE APPARATUS.

APPLICATION FILED mm. 12,1904.

MEETS-slum s.

No. 790,457. PATENTED MAY 28, 1905. 0. S. ,PIKE. PNEUMATIC DESPATGH TUBE APPARATUS.

AI'PLIOATION FILED IBSB. 12,1904, 7

' UNITED STATES Patented May 23, 190 5.

PATENT OFFICE.

OTTO S. PIKE, OF MALDEN, MASSACHUSETTS, ASSIGNOR TO AMERICAN PNEUMATIC SERVICE COMPANY, OF DOVER, DELAWARE, A COR- PORATION OF DELAWARE.

PNEUMATIC-DESPATCH-TUBE APPARATUS.

SPECIFICATION forming part of Letters Patent No. 790,457, da May 23, 1905- Application filed February 12, 1904. Serial No. 193,234.

To all whom it may concern.-

Be it known that I, O'rro S. PIKE, of Malden, in the county of Middlesex and State of Massachusetts, have invented certain new and useful Improvements in Pneumatic-Despatch- Tube Apparatus, of which the following is a specification.

My invention relates to receiving-terminals for pneumatic-despatch apparatus; and its object is to provide a means for receiving a carrier from the pneumatic transmission-tube without allowing air from the transmissiontube to escape into the atmosphere violently.

Another object of my invention is to provide means whereby the carriers may be brought entirely into the receiving-chamber promptly and automatically and promptly discharged therefrom.

The terminal consists, essentially, of a receiving-chamber forming a continuation of the transmission-tube, a valve between the receiving-chamber and the transmission-tube, a valve between the receiving-chamber and the atmosphere, and mechanism for operating the Valves.

Mounted on the receiving-chamber is are lief-Valve consisting, essentially, of a body .havmg a passage-way through it connecting the receiving-chamber with the atmosphere, a piston normally closing the opening between the receiving-chamber and the atmosphere, a

spring which tends to move the piston so as to open the passage between the receivingchamber and the atmosphere, a trigger normally locking the piston in its normal position, a spring tending to hold the trigger in a locking position, a piston attached to the trigger for unlocking the same, and mechanism for returning the relief-valve to its normal position.

My invention consists of certain novel features hereinafter described, and particularly pointed out in the claims.

In the accompanying drawings, which illustrate a construction embodying my invention, Figure 1 shows an elevation of the terminal with valves and mechanism in their normal positions. Fig. 2 is a plan view of the same.

Fig. 3- is an elevation, partly in section, showing valves and mechanism in position for discharging a carrier from the terminal. Fig. 4: is a section through the receiving-chamber and valves when the valves are in their normal position. Fig. 5 is a similar section showing the valves in. position for discharging a carrier. Fig. 6 is a section through the piston slide-valve and auxiliary cylinder hereinafter described, showing parts in their normal positions. Fig. 7 shows a side elevation of the relief-valve with parts in normal posi tion. same, with some of the parts in the position assumed during the discharge of a carrier. Fig. 9 is a plan view of the same with parts in normal position. Fig. 10 is a section on the line 00 m, Fig. 8.' Fig. 11 is a similar view to Fig. 8, but with partsin the position as- Like letters of reference refer to like parts throughout the several views.

A is the end of the transmission-tube, the arrow-head B showing the direction in which the carrier travels. Y

A is a grated T, having the ports A leading from its interior into the annular space A surrounding. The air coming through the tube A passes through the ports A into the annular space A and thence into the pipe A.

A is a receiving-chamber forming a continuation of the transmission-tube and normally closed to the atmosphere by the valve A A is a valve interposed between the receiving-chamber A and the T A and normally open. The valves A and A are so constructed that when their axes are placed in line with the axis of the receiving-chamber A carriers can pass through them freely. The valves A and A are suitably mounted on trunnions, the front trunnions being attached to the cranks A A respectively. The crank A is Fig. 8 is a longitudinal section of the connected to the bell-crank A by the connecting-rod B. The crank A is connected to the bell-crank B by the connecting-rod B". The bell-cranks A and B are operated by rollers B and E, respectively mounted on the wrist-plate B and working between the jaws B and B of the bell-cranks A and B respectively. The wrist-plate B is in turn actuated by the piston B in the cylinder B", the piston B being connected to the wristplate B by the piston-rod B and the connecting-rod C. The piston B is operated by a supply of compressed air or other fluid admitted to the cylinder B through the pipes C and C The supply of compressed air above referred to is controlled by the piston slide-valve C in the valve-chest (1*, Fig. 6. This valve-chest 0* is fitted with ports 0 C, leading to the pipes (J and C, respectively. The construction of the slide-valve (J and valve-chest (1* is well known in the art.

The supply of compressed air for operating the mechanism is introduced into the valveehest (1* through the pipe (1 from any suitable source. Attached to the valve-chest C is an auxiliary cylinder C Fig. 6. In this cylinder C is an auxiliary piston C, and attached to the piston O is the piston-rod (1 The valve C" is pushed to the right by the piston C, as hereinafter described. The valve C is pushed to the left by the rod D, Figs. 1, 2, and 8, which-is attached to the finger D, this finger being operated by the carrier D as the latter is discharged from the terminal.

From the right-hand end of the auxiliary cylinder C the pipe D is led into the annular space A of the T A". The pipe D* leads from the receiving-chamber A at a point near the valve A to the left-hand side of the piston G" in the cylinder C The piston J, Fig. 8, is normally held to the right by the spring J. The pipe J leads from the left of the piston J to the annular space A in the T A and the pipe J leads from the right of the piston J to a point in the receiving-chamber A near the valve A, so that normally the piston J is balanced, as far as the air-pressure is concerned. After the carrier has passed through the T A the excess pressure produced by the energy of the carrier is transmitted through the pipe J and thus forces the piston J to the left, and with it the trigger J*, as shown in Fig. 11. As the trigger J* moves to the left it releases the block J which is attached to the spindle J G of the piston-valve J The spring J then forces the piston-valve J upward, opening the passage J 9 in the relief-valve, connecting the body K the receiving-chamber A by the port L, and the atmosphere through port L, as shown in Fig. 11. This relieves the excess pressure in the receiving-ehamber A, and thus allows the carrier to be forced entirely into the chamber A by the pressure of the air in the transmission-tube A.

As the carrier advances into the valve A and receiving-chamber A the pressure generated in front of the carrier forces the piston C" in the cylinder U to the right, carrying with it the piston-valve C. This allows compressed air from the pipe C to pass through the port G into the pipe C, thence to the left of the piston B in the cylinder B". This supply of compressed air forces the piston B to the right, at the same time moving the wrist-plate B a portion of a revolution. During thefirst portion of this movement the bell-crank A is revolved by means of the roller 13' working in the jaws B of the bellcrank A thus revolving the valve A into the position shown in Figs. 3 and As the valve A reaches this position the roller B disengages from the jaws B" of the bell-crank A and the locking-arc D, mounted on the wrist-plate B, engages with the curved portion I of the bell-crank A and locks the bell-crank A in position. During the motion of the bell-crank A the bell-crank B" is similarly locked by the locking-arc I)". As the roller 15* disengages from the jaws B the roller E engages the jaws B of the bell-cran k B and during the latter part of the movement of the wrist-plate B the valve A is opened into the position shown in Figs. 3 and 5. Leading from the T A to a point in the receiving-chamber A on the right and close to the valve A is a pipe E. In this pipe E is a check-valve 15*, which allows the air to pass in the direction of the arrow E, but not in the opposite direction. As the valve A opens, as above described. the pressure in the receiving-chamber A escapes into the atmosphere. The pressure in the transmission-tn]we A causes the air to flow through the pipe E behind the carrier in the receiving-chamber A, and this forces the carrier out, through the valve A, into the receiving-trough E. As the carrier slides along the trough lC' it strikes the finger D and forces the pistonvalve (l to the left, as above described. This allows compressed air from the pipe 1 to pass into the port C and thence through the pipe ,(1 to the right of the piston B, thus forcing the piston B to the left into its normal position, the valve A closing and the valve A opening successively in a manner similar to theiropposite motions, as described above, and thus restoring the valves to their normal positions, Fig. 1. hen the piston B moves to the right, as previously described, the air on the rightof the piston is exhausted into the atmosphere through the pipe 3, port C and through the opening E in the valveellest (1*. Similarly, when the piston l3 moves to the left the air to the left of the piston is exhausted into the atmosphere through the pipe 0, the port C, and the opening E in the valve-chest Q. As a carrier passes by the finger D or when a carrier is removed from the trough I? said linger D is forced back to its normal position, as shown in Fig. 1, by the spring E on the rod D.

The air from the pipe 0 is prevented from escaping directly into the atmosphere by the piston slide-valveC which compels the air from said pipe O to pass into the pipe C or pipe C according as the piston slide-valve C is in the right-hand or left-hand position. (See Figs. 6 and 15.) The air from the pipe C passes through the pipe C or G to the cylinder B, as before described.

On the rear trunnions of the valve A is a pin K", Fig. 2. One end of the connectingrod J rides on the pin K. When the valve A opens, as described, it draws the connecting rod J downward, thus revolving the shaft K by means of the crank K thereby pulling the fork K, which is pinned to the shaft K, downward. The fork K bears on the shoulders K of the block J and thus forces the piston-valve J 7 downward, compressing the spring J 8 and closing the passage J between the receiving-chamber A and the atmosphere. The proportions of the mechanism are such that the top of the block J 5 is pushed down slightly below the bottom of the trigger J by the fork K, as shown in Fig. 8. When the top of the block J 5 passes the bottom of the trigger J the trigger J is forced to the right by the spring J, also by the air-pressure in the transmission-tube A, which is transmitted to the left of the piston J through the pipe J It will be noticed that when the valve A opens, the air-pressure on the right of the piston J escapes into the atmosphere through the pipe J so that the entire pressure of the air in the transmission-tube is eifective in forcing the piston J to the right. As the spring J always tends to force the piston J to the right and is also made adjustable by means of the screw K, it may be used as a means for preventing the compressed air generated by the advancing carrier from unlocking the block J 5 until the pressure generated by the carrier has nearly or quite reached its maximum. When the valve A returns to its normal position, the fork K is returned to its normal position, as shown in Fig. 7.

Having thus described the nature of my invention and set forth aconstruction embodying the same, what I claim as new, and desire to secure by' Letters Patent of the United States, is

1. In a pneumatic-despatch-tube apparatus, a transmission-tube, a terminal, a receivingchamber in said terminal for receiving and cushioning the carriers, an air-opening in said receiving-chamber for the escape of air compressed ahead of the carrier, a valve controlling said opening for regulating the escape of the air compressed ahead of the carrier, looking means for holding said valve closed, mech anism operated by the air compressed ahead of the carrier for releaslng said locking means,

and means for opening said valve to allow the escape of compressed a1r after the release of said locking means.

2. In a pneumatic-despatch-tube apparatus, 7

a transmission-tube, a terminal, a receivingchamber in said terminal for receiving and cushioning the carriers, an air-openingin said receiving-chamber for the escape of air compressed ahead of the carrier, a valve controlling said opening for regulating the escape of locking means, and mechanism operated by the carrier upon its discharge from said receiving-chamber for closing said valve.

' 3. In a pneumatic-despatch apparatus, a transmission-tube, a receiving-chamber in said terminal for receiving and cushioning the carriers, an air-opening in said receiving-chamber for the escape of air compressed ahead of the carrier, a valve controlling said opening for regulating the escape of the air compressed ahead of the carrier, locking means for holding said valve closed, mechanism operated by the air compressed ahead of the carrier for releasing said locking means, means for opening said valve to allow the escape of compressed air after the release of said locl ing means, mechanism operated by the carrier upon its discharge from said receivingchamber for closing said valve, and means for moving said locking means into position to hold said valve against opening.

4. In a pneumatic-despatch-tube apparatus, a transmission-tube, a terminal, a receivingchamber in said terminal for receiving and cushioning the carriers, an air-opening in said receiving-chamber for the escape of air compressed ahead of the carrier, a valve controlling said opening for regulating the escape of the air compressed ahead of the carrier, looking means for holding said valve closed, mechanism operated by the air compressed ahead of the carrier for releasing said locking means, means for opening said valve to allow the escape of compressed air after the release of said locking means, mechanism operated by the carrier upon its discharge from said receiving-chamber for closing said valve, and

yielding means for moving said locking means into position to hold said valve against opening.

5. In apneumatic-despatch-tube apparatus, a transmission-tube, a terminal, a receivingchamber in said terminal, a valve between the transmission-tube and the receiving-chamber and normally open, a valve between the receiving-chamber and the atmosphere and normally closed, mechanism common to said Valves for operatingv the same, a cylinder, a piston in said cylinder connected to said mechanism, an air-supply for operating said piston to move said valves, an air-opening in said receiving-chamber for the escape of air compressed ahead of the carrier, a valve controlling said opening for regulating the escape of air compressed ahead of the carrier, locking means for holding said air-opening-controlling valve in its closed position, mechanism operated by the air compressed ahead of the carrier for releasing said locking means, means for opening said air-opening-controlling valve to allow the escape of air compressed ahead of the carrier after the release of said locking means, and mechanism operated by the carrier upon its discharge from said receiving-chamber for opening the valve between the transmission-tube and the receiving-chamber and closing the valve between the receiving-chamber and the atmosphere and for closing the air-opening-eontrolling valve.

6. In a pneumatic-despatch-tube apparatus, a transmission-tube, a terminal, a receivingchamber in said terminal for receiving and cushioning the carriers, an air-opening in said receiving-chamber for the escape of air compressed ahead of the carrier, a valve controlling said opening for regulating the escape of the air compressed ahead of the carrier, looking means for holding said valve closed, in echanism operated by the air compressed ahead of the carrier for releasing said locking means, means for opening said valve to allow the escape of compressed air after the release of said locking means, and mechanism for closing said valve upon the discharge of the carrier from said receiving-chamber.

In testimony whereof I have signed my name to this specification, in the presence of two subscribing witnesses, this .Lth day of February, A. D. 1904.

OTTO S. llKF.

Witnesses:

A. L. Mnssnn, A. R. LARRABE'E. 

